Street-car fender.



No. 829,675. PATENTED AUG. 28, 1906.

Y E. H. SGHULZE.

STREET GAR FENDER.

APPLICATION FILED JAN. 27, 1906.

2 SHEETS-SHEET l.

/6 .fz 7 2% 4a 41 [a 5 5 49 7 37 3, v 42 6720 53 444 l i r 22 14' /a a 7 2/ o 6 I flo 5 23 26 o b a/ m 40 4/ a s 68 v 5 1 2 G 5 THE NORRIS PETERS cu, WASHINGTON, n c.

No. 829,675. PATENTED AUG. 28, 1906. E. H. SGHULZE.

STREET GAR FENDER.

APPLICATION FILED JAIL 27, 1906.

. 25' .20 D 36 25 1 W '26 y 66 G6 60 2 22 as 63 e2 \o 60V 62 69 I2 6/ l2 5; JIJUUO 14 6a 70* 25 k 7 W95 L L L Y C l in; El I 7 57 \i= 0 o 1 I6 56 flfi 49 55* 2 SHEETS-SHEET 2.

UNITED PATENT OF Q ERNIST H. SCHULZE, OF CITY, MISSOURI.

SIREET-QAB ,FeN eB- Specification of Letters Patent. Patented Aug. 28 1996,

Application filed January 27.1906. Serial No. 208,195.,

. sas City, in. the county of Jackson and State of Missouri, have invented certain new and useful, Improvements in Street-Gar Fenders of which the followingis a specification.

This invention relates to street-car fenders of that'type on which patentwas issuedlto meDecember 5, 1905, No. 806,294, and. objectis to generally improve the construction of fenders of such type.

A furtherobject is to equipsnch fenders with a secondary or auxiliary fender" de.-'

signed to pick up any objectby. which the front end of the main fender. is pushednp ward and over which'such end passes.

With these objects in View and .others as hereinafter, appear the inventionconsists in certain novel and peculiar featuresofjconstru'ction and organization, as hereinaiter described and claimed, andin order thatit may be fully understood reference is tobehad to. the accompanying drawings, in which Figure 1 .is a sideview of a fender embodying my invention arranged in operativerela tion to a car. Fig. 2 is a topplan view of the same with certain parts broken away to disclose more clearly the secondary or auxiliary fender below. Fig. 3 is a side view with the fender folded. or occupyingits inoperative position. Fig. 4 is a front viewofthesamje. Fig. 5-is a horizontal sectionon, the line V of Fig. 3.. Fig. 6 is an enlarged sectional per; spective view showing the construction bf the roller. at the front end -.of the' main.fender and a modified constructionof the fender-f frame whereby said roller may be more readily detached from saidframe.

In the said drawings, l'indicates a plat? form of an electricor. other car, and v2 the segmental bumper thereof.

3 indicates a pair of inverted. L-shaped brackets having their horizontal arms secured rigidly to theupper side of the bumper. by. preference and theirverticalarms depending to about the plane of the, lower side of the bumper and terminating in upwardly-dis posed vertically-bifurcated hooks 1.

5 represents angle-plates having their upwardly-disposed arms engaging the bifurcations of the hooks and provided with pivotpins 6, detachably supported by said hooks, the horizontal arms of saidplates being provided with a longitudinal series of perforations 7.

8'represents U-shaped brackets through which arms 5 extend, and 9 are detachable pins extending through holes 10 of said.

brackets and ,alined holes 7 of plates 5.

The supporting-frame is constructed as follows: 11 indicates side bars extending through. and secured in brackets 8 and sup porting angle-plates 5, so that there maybe no pivotal movement of the latter independ en t'of said .bars', and l2'indicates a cross-rod connecting the front ends of bars 11. This supportingdrame is pivotally supported at its rear end on hooks 4 and is held with its frontend at the desired elevation by means of" I extensible and contractible" connections consisting, preferably, of chains 13, links 14, connecting the frontends ofthe chains pivo'tall'yv with the outer ends of cross-rod 12, and .bolts 16, having their front ends termi-' nating. in hooks 17, engaging the rear ends of said chains Bolts 16 extend through bracketsi'lS, bolted upon the bumper, and are engaged by wing-nuts 19, hearing against the rear sides of. said brackets to secure the bolts at. the desiredlpoin t of adjustment. The

boltsfmaybe locked against accidental turning. movement .by any suitable meanssuch, for instance, as shown in the patent aforesaid andfto hold the supporting-frame in itsfolded or. inoperative position, as shown in Figs. 3 and 4,. any suitable means may be provided, though I prefer to employ the means illustrated and describedin said patentl Afpair.offbracketsare formed, preferably, ofsetsofiplates 20, secured in any suitable manner to the front ends of .bars 11 of the supporting-frame', the front ends of said brackets embracing opposite sides of and forming. a pivotal support for the sleeves 21, secured -atlthe desired'point of adjustment by said screws 22 onthe side bars 23 of a U-shaped,

frame, said side bars being connected to a cross-bar 2.4 at their rear ends. In the preferred construction said frame'is made ofva single strip of metal andforms the frame of the main fender. The front ends of the ten de -frame are connected. by a transverse roller 25, which is preferably hollow and made of rubber or equivalent material. The preferredconstruction is to have the roller mounted at its ends on cylindrical blocks 26, of wood. or metal, having axial passages 27,

one of which is threaded, and said blocks are secured on a rod 28, journaled at its ends in the forward ends of sides 23. As only sufficient adjustment is necessary to permit the tubular roller to be kept taut, it is obvious that the adjusting screw or rod 28 should be provided with collars or enlargements 29 at opposite sides of the corresponding side of the fender-frame, as shown in Fig. 6. To permit the roller to be more easily detached from the fender-frame when desirable or necessary, I contemplate providing said frame with forward extensions 30, which will form the journals for screws 28, said extensions being formed with sleeve portions 31 to fit over the front ends of the sides of the fender and provided with set-screws or their equivalents 32 to engage said sides, and thus secure the collar reliably in place. To stiffen the front end of the fender-frame, I preferably connect the side bars 23 thereof just rearwar of the roller by the brace 33.

The bed of the fender may be of any suit able or preferred type, but preferably con sists of cross-bars 34, connected by longitudinal slats 35. l

36 indicates brackets connecting bars 34 with brace 33 and the cross-bar 24 of the fender-frame. Y

37 indicates hooks projecting downward from the side bars of the fender-frame rearward of its pivotal point, said hooks terminating in bevel or ratchet teeth, as at 38, in order that when the rear end of the fender swings downward said teeth may upon striking the side bars of the support be pushed aside thereby and after passing to a lower plane than said bars snap back under them, so as to lock the fender in a substantially horizontal position, which position it is supposed to occupy after catching a person and 1 remain in such position until the hooks are sprung from engagement with the supporting-frame.

39 indicates a flexible but notextensible connection, such as a chain or cable, between the rear end of the fender-frame and the cross-rod 40, carried by the Ushaped brackets 41, secured on the supporting-frame, said connection being adapted to straighten out and arrest downward movement of the roller 25 just before the same can come in contact with the trackway. To hold the roller normally elevated several inches above the trackway with slack in said connection, I provide a retractile connection 42 between the rear end of the fender and said cross-rod 40.

43 indicates a resilient shield or guard, preferably of the type shown in my patent hereinbefore referred to, said shield or guard being interposed between the fender and the front end of the car and having downwardly-- projecting arms 44, pivotally engaging crosspins 45, carried by the brackets 41, the rear walls of said brackets serving to positively limit the rearward pivotal movement of arms 44, further rearward movement of the shield or guard occurring because of its resiliency under the impact of the object against its face.

46 indicates a pair of loops secured to the rear end of said shield or guard 43, and en gaging said loops are upwardly-disposed hooks 47 at the front end of a pair of stiff coil-springs 48, the opposite ends of said springs being clamped tightly between the forwardly-proj ecting arms 50 of clamp-brackets 49, said brackets having rearwardly-projecting arms 51, secured to the bumper, and upwardly-projecting arms 52 to prevent the springs bulging materially to the rear when the fender is in folded position. (See Fig. 3.) The function of these springs is not only to hold the shield or guard pressed forwardly, as shown in Fig. 1, with a yielding pressure, but likewise is to exert a continuous upward pull on said shield or guard when the latter occupies its operative position in order to assist the operator in raising the fender to its folded position.

The parts thus far described, except in particulars hereinafter pointed out in the claims, are substantially the same as in my patent hereinbefore referred to.

53 indicates a secondary or auxiliary fender, the same being constructed as follows: 54 indicates a pair of side bars terminating at their rear ends in downwardly-disposed hooks 55, engaging cross-rod 40 and forming the pivotal support for the rear end of fender 53. 56 indicates a cross-bar connecting the rear end of sidebars 54 at their junction with hooks 55, and 57 is a front crossbar for said auxiliary fender, said cross-bar being connected by longitudinal slats 58, forming the bed of said auxiliary fender, said slats at their rear ends being provided with upwardly-projecting arms 59 to presame and falling in the path of the Wheels of the car. The extreme front ends of sides 54 of the auxiliary fender are connected by a cross-rod 60, onwhich'fits a rubber or equivalent roller 61, and said roller is frictionally engaged by the rollers 62, journaled on pins 63, connecting side bars 54 with the brackets 64, secured to the inner sides of said side bars just rearward of roll 61, the diameter of the rollers 62 being such that when the auxiliary fender drops they will come in contact with the trackway and by such engagement roll in the direction indicated by the arrow a, Fig. 1, and thereby turn roller 61 in the direction indicated by the arrow 1), said fig ure, in order that said roller 61 shall have a tendency to lift the object upward and rearward upon the auxiliary fender. 65 indicates brackets secured to the outer side of seams the auxiliary fender and provided with cav ities 66 in the under side, the forwardly-projecting ends of said brackets when the fender is in operativeposition restingupon theanti friction-rollers 67, j ournaled in the bifurcated lower end of the bracket68, disposed inward of the side bars of'the main fenden frame and terminating in outwardly-project mg arms 69, which reston sleeves 21 and are secured thereto by the screws22.

In practice the-parts occupy the positions shown most clearly in Fig. 1, sot-hatthefen der on striking a person standing on or cross ing the track sh all be caught in a manner common to fenders of this class. Fenders of this type in general use areefficient and re-.

liable except in the case of small children, who if standing are'usu-ally knocked down in front of the fender, because their centers of gravity are approximatelythe same as that of the roller 25. This roller in the --continued advance of the car almost invariably passes over the child knocked down -and the inevitable result follows.

With a fender. equipped with myiimprovement the up ward movement of the-roller "25,

induced by striking and riding over a person on the track, would instantly resultin precipitating by gravity the frontend -of the auxiliary fender to the ground, because the upward movement of the main fender would draw rollers 67 from under brackets 65. this position'the person or object over which said roller 25 passed wouldobviouslybe scooped up by the auxiliaryfender, the ups wardly-projecting portions 59 at the-rear end of the latter preventing such person or-obj ect from falling off in front of the wheelsof the car. It will thus beseen 'thatthe upso doing redispose-rollers 67 in the cavities 6 6 i of brackets of the auxiliary tender. The action described is accomplished in a very few seconds.

hen the main fender properly catches :a'

person, his weight is imposed thereon'rear ward of the pivotal point of the tender, and consequently operates the fender until its hooks 37 engage side bars 11 of'thexsnpportig-frame'and locks the fender inea substan tially horizontal p osition. the same position when the fender :is to be folded to inoperative position.

It is disposed in The operator "then grasps the front end of themain fender and'raises it with pins 6 as the axis of movement from the position shown in Fig. 1 to the position shown in Fig. 3 and secures it in such position by any suitable means. He at the same timeor afterward grasps the auxiliary fender and swings it to the position shown-in Fig. 3 with rod 40 as the axis of movement; The auxiliary fender is retained in position by the spring-hooks 70, projecting from the supporting-frame, said hooks being of the same character as hooks 37. The operation described is reversed in lowering the fender to operative position.

From the above description itwill be apparent that I have produced a fender possessing the desirable features enumerated in the statement of invention and which obviously may be modified in minor particulars without departing from the principle of construction involved.

Having, thus described the invention, what I'claim as new, and desire to secure by Lettors Patent, is

1. A street-car fender comprising a supporting-frame, a fender pivotall y mounted on the supporting frame, an auxiliary fender supported at its rear end, and a connection between thefront end of the auxiliary fender and the main fender whereby upward movement of the-front end of the latter shall release the front end of the auxiliary fender.

2.--A street-car fender, comprising a supportingeframe, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end and detachably supported at its front end at a suitable height below themain fender, and means whereby upward movement of the'front end of the main fender releases the front end of the auxiliary fender-and permits the latter to dropat such end upon the trackway.

3. A street-car*fen.der, comprising a supporting-frame, a fender pivotally mounted on theSupporting-frame, an auxiliary fender supported at its rear end and provided with anupwardly-projecting portion at its rear end, and a connection between thefront end of theauxiliary fender and the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender.

4, A streetcar fender, comprising a supporting-frame, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end and detachably supported at itsfront end at a suitable height below the main fender, and also provided with an upwardly-projecting portion at its rear ench a-nd means whereby upward movement of thefront end of the main fender releases the front end of the auxiliary fender and permits the latter to drop at such end upon the trackway.

5. A street-car fender, comprising a supporting-frame, a fender pivotally mounted on the supportingd'rame, an auxiliary fend er supported at its rear end, a connection between the front end of the auxiliary fenderand the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender, and a guard suitably pivoted in rear of the main fender.

6. A street-car fender, comprising a supporting-frame, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end, a connection between the front end of the auxiliary fender and the main fender whereby upward. movement of the front end of the latter shall release the front end of the auxiliary fender, and a yieldable guard independently suported by the supporting-frame in rear of t e main fender.

7. A street-car fender, comprising a supporting-frame, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end and provided with an upward projecting portion at its rear end, a connection between the front end of the auxiliary fender and the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender, and a guard suitably pivoted in rear of the main fender.

8. The combination with a car, of a supporting-frame pivotally carried by the car, means connecting the car with the forward portion of the frame to support said portion at the desired elevation, a fender pivotally mounted on said supporting-frame, an auxiliary fender supported at its rear end, and a connection between the front end of the auxiliaryfend er and the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender.

9. The combination with a car, of a supporting-frame pivotally carried by the car, means connecting the car with the forward portion of the frame to support said portion at the desired elevation, a fender pivotally mounted on said supporting-frame, an auxiliary fender supported at its rear end, a connection between the front end of the auxiliary fender and the mainfender whereby upward movement of the front end of the latter shall release the front end of the ai'rxiliary fender, and'a guard suitably pivoted in rear of the main fender.

10. .The combination with a car of a supporting-frame pivotally carried by the car, means connecting the car with the forward portion of the frame to support said portion at the desired elevation, a fender pivotally mounted on the supportingframe, an auxiliary fender supported at its rear end and provided at such end with an upwardly-projecting portion, a connection between the front end of the auxiliary fender and the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender, and a guard suitably pivoted in rear of the main fender.

11. The combinationwith a car of a supportingframe pivotally carried by the car, flexible means connecting the car with the, forward portion of the frame to support said portion at the desired elevation, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end, and a connection between the front end of the auxiliary fender and the main fender whereby upward movement of the front end of the latter shall release the front end of the auxiliary fender.

12. The combination with a car, of a supporting-frame pivotally carried by the car, flexible means connecting the car with the forward portion of the frame to support said portion at the desired elevation, means for varying the length of said connection, a fender pivotally mounted on the supportingframe, an auxiliary fender supported at its rear end, and a connection between the front end of the auxiliary fender and the main fen- 1 der whereby upward movement of the front end of the latter shall release the front end of I the auxiliary fender.

13. A street-car fender, comprising a supporting-frame, a main fender pivotally mounted thereon, an auxiliary fender pivoted to said supporting-frame rearward of the pivotal point of the main fender, brackets depending from the main fender, and devices carried by said brackets and underlying parts of the auxiliary fender and adapted to swing from under the latter when the front end of the main fender rises.

14. In a street-car fender, a supporting frame having hooks, and an auxiliary fender pivotally mounted on said supporting-frame and adapted to be engaged by said hooks and held reliably in a certain relation to the suppor'tingframe.

15. The combination with a car of a supporting-frame pivotally supported by and projecting forwardly from the car, means for supporting the front end of said frame at the desired elevation, and an auxiliary fender pivotally mounted on the supporting-frame, and means carried by the supportingframe for detachably holding the front end of the auxiliary fender in a certain position with relation to the supporting-frame.

16. A street-car fender, comprising a sup- IIO porting-frame, a main fender pivotally iary fender above the trackway, and one or more rollers mounted on the front end of the auxiliary fender and adapted to track upon the traokway when the auxiliary fender is released by the main fender and drops to the ground.

17. A street-oar fender, comprising a supporting-frame, a main fender pivotally mounted thereon, an auxiliary fender pivotally mounted on the supporting-frame rearward of the pivotal point of the main fender, means movable with the main fender for normally supporting the front end of the auxiliary fender above the trackway, one or more rollers mounted on the front end of the auxiliary fender and adaptedto track upon the trackway when the auxiliary fender is released by the main fender and drops to the ground, and a transverse roller mounted at the front end of the auxiliary fender and frictionally engaging said roller or rollers.

18. In a street-car fender, a supportingframe, a fender pivotally mounted on the supporting-frame, an auxiliary fender supported at its rear end, a transverse roller at the front end of the auxiliary fender, rollers journaled on the auxiliary fender near each end of and frictionally engaged with the firstnamed roller and depending below the same, and a connection between the auxiliary and main fenders whereby upward movement of the front end of the latter shall release the auxiliary fender and permit the latter to drop until its last-named rollers engage the trackway.

In testimony whereof I aflix my signature in the presence of two witnesses.

ERNIST H. SCHULZE.

Witnesses:

JAMEs H. RoBINsoN, g G. Y. THORPE. 1 

